Railway safe-running device



A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR. 20, I913.

1 5,21%, Patented May 9, 1922.

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A. R. ANGUS.

RAILWAY SAFEVRUNNING DEVICE.

APPLICATION FILED MAR.20, 1913.

' Patented May 9, 1922,

I8 SHEETSSHEET 2- A. R. 'ANGUS.

RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR. 20, 19'3- Patented May 9, 1922.

I8 SHEETS-SHEET 3.

A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE. APPLICATION FILED MAR.20, 1913.

Patented May 9, 1922.

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A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR.20, 1913.

Patented May 9, 1922.

18 SHEETSSHEET 5.

A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

.'.PPL|CATION FILED MAR.20, I9I3.

Patented May 9, 1922.

I8 SHEETSSHEET 6- A. R. ANGUS.

RAILWAY SAFE, RUNNING DEVICE. APPLICATION FILED MAR,20, 1913.

1 A1 5,2 14, Patented May 9, 1922.

I 3 SHEETS-SHEET 7.

V// I VI///I/A A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR.20. 1913.

1,415,214 Patented May 9, 1922.

18 SHEETSSHEET a.

w: .{it ll A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR. 20, 1913. 7

1,415,214, Patented May 9, 1922.

I8 SHEETS-SHEET 9.

A. R. A-NGUS.

RAILWAY SAFE RUNNING DEVICE.

APPLICAT|ON FILED MAR. 20, 1913.

1 ,4 1 5,2 1 4. Patented May 9, 1922.

I8 SHEETS-SHEET 10.

BLOCKED A. R. ANGUS RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR. 20. 1913.

1 ,41 5,214. atented May 9, 1922.

13 SHEETS--SHEET 1|- A. R. ANGUS. v RAILWAY SAFE RUNNING DEVICE.

I APPLICATION FILED MAR.'20, I913.

Patented May 9,1922.

18 SHEETSSHEEI 12.

A. R. ANGUS RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR.20, 1913.

1 ,41 5 ,214. Patented May 9, 1922.

18 $HEETSSHEEI 13'.

A. R. ANGUS:

RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR.20, 1913.

1 ,4: 15,2 1 4 Patented May 9, 1922.

18 SHEETS-SHEET H- BLOCKED A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED MAR.20,1913.

1,415,214. Patented May 9, 1922,

l3 SHEETS-SHEET 15- A.R.ANGUS.' RAILWAY SA FE RUNNING DEVICE.

APPLICATION FILED MAR.20, 1913- 1,4:15,214.' Patented May 9; 1922.

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A. R. ANGUS.

RAILWAY'SAFE RUNNING DEVICE.

7 APPLICATION FILED MAR. 20, 1913.

1,415,214. Patented my 9,1922.

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BLOCKED C LEAB BLOCKED CLEAR a ow 0 g o E 5| j A. B. ANGUS.

' RAILWAY SAFE RUNNING DEVICE.

5 APPLICATION FILED MAR.20. 19x3.

1,41 5,214, Patented May 9, 1922.

I3 SHEETS-SHEET I B- ELM 27 1 OJ 524 1 a, 3 @M A UNITED STATES ARTHUR-REGINALD ANGUS, OF MINEHEAD, ENGLAND.

RAILWAY SAFE-RUNNING DEVICE,

Specification of Letters Patent.

Patented May 9, 1922.

Application filed March 20, 1913. Serial No. 755,686.

(GRANTED UNDER THE PROVISIONS OF THE ACT OF MARCH 3, 1921, 41 STAT. 1.,1313.)

To all whom it may concern:

Be it known that I, ARTHUR REGINALD ANGUS, a subject of the King ofGreat Britain and Ireland, and a resident of Minehead, in the county ofSomerset, England, have invented certain new and useful Improvements inor Relating to Railway Safe- Running Devices, of which the following isa specification.

The invention forming the subject-matter of the present applicationrelates to train protecting apparatus comprising train apparatus andtrack apparatus of the type in which an indication of the condition ofthe track is given on a train when the train makes contact with a trackcontact unless a restraining influence is simultaneously brought to bearon the indicating apparatus;

In apparatus according to this invention, a singlecontacting device on atrain adapted to come into contact with track contacts normallyrestrains non-electrically the operation of a warning or stop-pingdevice or warning and stopping devices on the train and according to thenature of the track contact with which the contacting device comes intocontact the restraint by the contacting device of the warning orstopping device or the warning and stopping devices is removed and it orthey come into operation unless a substitutional restraining influenceis brought .to bear. The restraint of the warning or stopping device orthe warning and stopping devices which is effected by the contactingdevice is removed whenever the contacting device is displaced from theposition wherein it efi'ects the said restraint.

-Apparatus according to this invention is such that a warning or astopping operation is produced unless a restraining element, whichconstantly tends to allow the opera tion to be effected, is held in itsrestraining position either by acontacting device which normally soholds it, and is adapted, whenever it comes into contact with a trackcontact, to be thereby so displaced as to lose its restraining action onthe restraining element, or by a substitutional restraining influence.

In another example of apparatus according to this invention, aline-clear intimation is given on a train unless a restraining elementwhich constantly tends to allow the line-clear intimation to be given,is held in its restraining position either by a contactfurther soconstructed that when a contacting device on a train comes successivelyinto contact with two track contacts, it success1velyreleases tworestraining elements (which constantly tend to allow these operations tobe efi'ected and which are normally held in their restraining positions'by the contacting device) and thereby brings about successively awarning operation and a stopping operation unless, when the train is incontact with each of the track contacts, a substitutional restraininginfluence is brought to bear.

In apparatus according to this invention the substitutional restraininginfluence is brought to bear on the indicating means by tracks contactsthat are arranged in pairs and so connected that when one contact of apair can efl'ect the production of the restraining influence, the othertrack contact of the pair cannot do so. In certain cases the twocontacts of a pair correspond to the two opposite directions of travel,and in other cases the two contacts of a pair are adapted to giveline-clear indications and danger intimations respectively.

The various features of the invention are hereinafter set out in theclaims appended hereto and the invention is illustrated by theaccompanying drawings, which represent by way of example apparatusconstructed and arranged in accordance therewith Figs. 1 to 14 inclusiverepresent a mode of carrying out this invention wherein the trackcontacts are adapted to be at the same time operative for one directionof travel and inoperative for the other, direction of travel, theapparatus on the train being adapted to have a line-clear intimationgiven by the restraining current, and

Figs; 15 to 28 nclusive represent a mode of carrying out this inventionwherein pairs oftrack contacts are used such that one of each pair isadapted to produce a line-clear intimation on a train, a warning or astopping operation being restrained at the same time, whilst the otherof the pair is adapted to produce a warning or a stopping operation, theproduction of a line-clear intimation being restrained at the same time.

In particular Figs. 1 and 15 represent apparatus at one end of a sectionof track, and show electrical means for aflecting track contacts whereina polarized relay is employed.

Figs. 2 and 16 show electrical means for affecting contacts wherein anon-polarized relay is employed.

Figs. 3 and 17 represent non-electrical means for affecting trackcontacts wherein switches are operated directly, the interlocked leversof Fig. 3 and the single lever of Fig. 17 being interchangeable.

Figs. 4 and 18 represent non -electrical means for affecting trackcontacts wherein switches are operated indirectly through wires (Fig. 4)or a wire (Fig. 18)

.the arrangementofthe levers and wires of Fig. 4 being interchangeablewith the arrangement of the lever and wire of Fig. 18. Figs. 5 and 19represent means whereby track contacts are affected by a signal arm.

Figs. 6 and 20 represent means whereby track contacts are affected bypoints.

Figs. 7 and 21 represent diagrammatically the apparatus on ,a train.

Figs. 8 and 22 represent apparatus at one end of a section of track,wherein track contacts are affected by means of polarized relays whosearmatures are electrically interlocked.

Figs. 9 and 23 are similar to Figs. 8 and 22 respectively, and show theuse of non-polarized relays instead of polarized relays.

Figs. 10 and 24 each shows an elevation, a plan, and a cross-section ofa signal contact.

Figs. 11 and 25 each shows an elevation, a plan, and a cross-section ofa stop contact.

Figs. 12 and 26 represent a modification of train apparatus wherein arestraining current is relayed in by the current passing through trackcontacts. 1

. Figs. 13 and 27 are diagrammatic representations of apparatus at thesignal'stations at the two ends of a section, whereby the signalman atone station is enabled to unlock the switch at the other station so asto give the Signalman at the other station permission to allow a trainto enter the section at his end.

Figs. 14 and 28 represent a box which is kept locked and which, whilstallowing the driver of a warned train to stop the warning and reset the'trainapparatus prevents him 4 from restarting the train after has beenautomatically stopped. Fig. 21 shows a contacting shoe in contact with atrack contact.

Fig. 21 shows a method of giving the lineclear signalby the ringing of abell or buzzer on removal of restraint by a line-clear track contactused in apparatus according to Figs. 15 to 28 inclusive.

Fig. 29 shows how the apparatus shown in Fig. 7 and the track apparatusfor use therewith may be modified when trains are only required to runin one direction along a track, a single contact device only on thetrain being'employed.

At the two ends of a section of track respectively I place two series oftrack contacts arranged reversely as to order. Each series of trackcontacts comprises signal contacts and a stop contact, the stop contactbeing preferably adapted to move a contacting device on a train to agreater extent than a si nal contact. Each track contact employed 1nconnexion with apparatus such as is shown in Figs. l'to 14 inclusive hasa top ramped contact 2, 3, or 4 and two sides ramped contacts 7, 7respectively. consisting of plates or the like of some electricallyconducting material (Figs. 10 and 11). The track contacts constructed inaccordance with, apparatus shown in Figs. 1 to 14 inclusive will bedesignated in the following manner The signal contacts adapted toproduce a warning and repeated warning respectively will hereinafterhave the designation of their respective top contacts 2 and 3 and thestop contact will have the designation of the top contact 4.

In all cases except in the casesshown in Flgs. 6 and 20, a warningfollowed by a repeated warning is given before the train isautomatically stopped, but the warning may be repeated as often asdesired by multiplying the number of track contacts.

The following is a description of the apparatus constructed according toFigs. 1 to 14 mclusive, and its operation.

The shoe 1 (Fig. 7) is attached to and insulated from any suitable partof a locomotive or brakevan or other suitable vehicle and is adapted tobe moved or displaced to varying extents when interacting with trackcontacts such as 2, 3, and 4 (F ig. 1, etc.) placed on or about or abovethe railway track and when not in interaction with the track contacts isreturned to its lowest or normal position by a spring 5, acting on it inaddition to gravity, though it may be held in the normal position by oneor more springs only or by gravity only. Side arms 6, 6 attached to butlnsulated from the shoe 1, are adapted to interact with the sidecontacts 7, 7 towards whlch they are pressed by springs (not shown). Theside contacts 7, 7 and top contacts 2, 3, and 4 are mounted on'somesuitable non-conducting material such as wood or the llke and the sidecontacts 7, 7 are connected together electrically and insulated from thetop contacts.

The shoe 1 and side, arms 6, 6 are prefer ably provided with suitablerollers 8 and 9, 9 for effecting contact with the aforesaid top contacts2, 3, and 4 and side contacts 7, 7 respectively. Part 10 of the shoe 1is adapted to restrain mechanically or hold in their nor-

